Internal-combustion engine



v W. BALZER AND 1. NICK. BALLOU.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 17, I920.

Pam-m A r 19 192E...

2 SHEET$SHEET 2.

INVENTOR$ I 9 0 ./I

I A I.

' Internal-Combustion Engine, of which the I vnanon' w. nnnznr. Ann Jenn McK. names, or nos ANGELES, cnnrronivm, nssrenons 'ro wns'rnnn nrncnarr conronarron, Inc, or Los anennns,

CALIFORNTA.

DITERNAL-COMBUSTTON ENGINE.

Specification of Letters Patent.

Patented Apr. T9. 1921.

To all whom it may concern:

Be it known that we, VERNON W. linens and. Jenn MoK. BALLoU, citizens of the United States residing atLos Angeles in the county of Los .Angeles and. tate of California, have invented a new and useful following is a specification.

This invention relates to internal combustion engines of the two cycle type.

One of the objects of this invention is to provide a combination rotary intake valve, intake manifold, and exhaust-camshaft.

' 1 Another object is to reduce the weight of such an engine to make it especially adapted for aeroplanes and similar devices in which such a reduction is very essential.

Another object is to reduce the weight and size of parts in such an engine to make it adaptable for devices in which such a reduction is very essential.

Another object is to provide a light but powerful engine of the two cycle type of internal combustion engines.

Another object is to provide proper lubrication for such engines.

Another object is to provide sure and uniform actions of the difierent parts of such en ines.

Knother object is to make the starting 0 such an engine easy and sure.

Another object is to provide safety means against back-firing into the crank casing of such engines.

Other objectswill appear from the following description and appended claims as well as from the accompanying drawing, in

- which- 1 Figure 1 is an end elevation of the device partly broken out to show a midsectional view of one of the cylinders.

Fig. 2 is a top plan view of the device partly broken out, showing a midsectional view of one of the cylinders and a portion of thecrank shaft in top plan view.

Fig. 3 is a side elevation of the device partly broken out showing a midsectional view of the combination intake valve-intake manifold-and exhaust cam shaft.

"The crank case 1 forms the base of the see Fig. 3. The housing 6 incloses the cams 29and the shaft 8, see Fig. 1. The cam shaft is hollow forming at the same time the manifold with the passage 7.

To prevent a damaging of the crank caseby a back firing of the charge into the crank case, a safety valve, or a suitable number of such valves, 9 is provided on the case 1, cperated by springs 10, or other similar means, see Figs. 1 2 and 3.

Connecting rods 11 connect the pistons 12 with thc crankshaft of the device, see Fig. 1. Two oppositely arranged cylinders naturally work together on the crank shaft on cranks arranged at about 180? on opposite sides of the shaft so that the connecting rods of two pistons in such oppositely arranged cylinders engage on the crank shaft 35 in the manner illustrated in Fig. 2. The cranks 30 and 36 in this case are preferably arran ed so close as to necessitate the form ing of the crank shaft in the bent form as indicated at 37 to shorten the whole device, each connecting rod naturally just passing the opposite crank while the crank shaft is rotating, as will easilybe understood. A

The cylinders 2 are provided with exten sion ends 38 extending and projecting to within the crank case 1. Such extension ends 38 are provided witha suitable number of ports 13 and 14. The pistons 11 naturally come to a position within the extension ends 38 of the cylinders during the rotations of the crank shaft. The ports 13 in the extension ends 38 of the cylinders are so located that they come to be located above the pistons when the pistons are in the in- 169* nermost positions of their strokes, that is within the extension ends 38.

The chamber Within the crank case 1 forms the compression chamber of the device, each stroke to their innermost position of the pistons causes and produces a certain above the pistons 12 to be ready for the explosion when the pistons-come to the .outermost positions, indicated in Fig. 2 in the drawing. The nut 22 is simply a plain sleeve or gland nut into which the spark plug 21 is screwed and which serves to allow the larger valves 4 to be exchanged through such larger opening, possible when such .nut is used. The carbureter 23 has communication with the passage 7 in the hollow cam shaft 8, that is the hollow manifold of the device, see Fig. 8. Suitable gears 21 are in engagement with the main shaft 35, so that, on a turning of the main shaft 35, the cam shaft 8 is also turned in suitable relation to the main shaft. The space 25 between the extension ends 38 of the cylinders 2 and the crank case 1 is naturally large enough to allow the gas to pass from the crank case 1 and throu h the ports-13 into the cylinders when the pistons 12 are in such suitable positions as described above. Slots or ports 26 are provided in the bottom of the crank case 1, see Figs. 1 and 3. Other slots or ports 27 come into alinement with the ports or slots 26 in the case when the pistons are in their outermost positions, at which time a suitable suction is produced within the crank case which causes a suitable amount of gas from the manifold to pass into the crank case. On further rotating, the communication between the crank case and the manifold is naturally shut off, and,

by the same rotation of the crank shaft, be-

ing interengaged by the gears 24 with the rotating manifold, the drawn-in gas mixture in the crank case is compressed by the pistons coming to their innermost position, as will easily be understood from the description above. At the innermost position of the istons, the gas mixture is then again allowed to, pass over into the cylinders through the ports 13 as described above. Thus operation continues.

Arranging two cylinders on opposite sides of the crank shaft in the manner illustrated and described naturally equalizes the strain of the force on the crank shaft, and arrang-' ing such sets of cylinders side by side on the mum compression when the pistonscome to position illustrated in :2, that is their outermost position within the cylinders.

Having the openings, slots, or parts 26 in the bottom of the crank case .makesaldrain ing of the case easy; but it .also facilitates the lubricating ofthe .wlhole engine, :since the gas, passing .in through such openings, slots, or ports, causes naturally a spraying of any settled lubricant from-this lower -,part of the engine through the whole engine. The possibility of draining makes also .a starting easy since itallows the eliminating of-excess of gas vapor or other substances, which would tend to make such starting .hard .at times. It furthermore tends to eliminate the accumulating of oil or other undesired substances in the bottom of the engine during the operation of the engine since the incoming gas always will force such substances u through the engine, eventually through t e exhaust, as will easily .be understood.

Having thus described our invention, we I claim:

1 In an internal combustion engine, a cylinder, a crank case having .a port in its side, a cam shaft disposed alongside of the crank case having a passage therethrough forming the manifold of the device :and having a port' normally shut off from communication with the crank case adapted to communicate with the crank case through the port forming the inlet from the zmanifold to the engine.

2. In an internal combustion engine, a

crank case having an inlet ort in its bottom side, and a hollow cam sha .disposedraalongside .of the crank case having va port for communicating with and through the ports in the crank case when so operated;

3. In an internal combustion engine, a

crank case having an inlet port in its bottom side and having a longitudinal conduit alongside of the crank case, a crank shaft through the crank case practicallyarallel to the conduit in the case, cylinders isposed on the crank caseiprojecti-ng sidewiserf-rom the crank case at about right angles fnom the crankshaft, the cylinders having extension ends extending into the crank case, the extension ends of the cylinders having ports at a point within the crank case. pistons disposed in the cylinders so as to come below the ports in the extenion ends of the cj'linder when in their innermost position in relation to the crank case so that a gas mixture in the crank case can pass over into the cylinders above the pistons when in this position, and a hollow cani shaft disposed in and through the longitudinal conduit in the bottom of the crank case forming the manifold of the device.

In testimony that we claim the foregoing as our invention we have signed our names 15 in the presence of two subscribing witnesses.

"ERXOX W. BALZER. J OHN McK. BALLOU.

\Vitnesses JOHN M. XL'TT, ELLA M. NUTT. 

